Railway-switch.



No. 768,969. PATEN'l'ED AUG. 30, 1904. W. s. WESTON.

RAILWAY SWITCH.

APPLICATION FILED MAR. 30, 1903.

H0 MODEL.

X L. \M k Q w A A7 4 UNTTED STATES Patented August 30, 1904.

PATENT EErcE.

IVILLIAM S. IVESTON, OF CHICAGO, ILLINOIS, ASSIGNOR TO BUDA FOUNDRY AND MANUFACTURING COMPANY, OF HARVEY, ILLI- NOIS, A CORPORATION OF ILLINOIS.

RAILWAY-SWITCH.

SPECIFICATION forming part of Letters Patent No. 768,969, dated August 30, 1904.

Application filed March 30, 1903.

To all 1071/0727 it natty concern.-

Be it known that I, IVILLIAM S. WESTON, a citizen of the United States, and a resident of Chicago, county of Cook, and State of Illinois, have invented certain new and useful Improvements in Railway-Switches, of which the following is a full, clear, and exact description.

The present invention has relation more particularly to that class of railway-switches in which there is employed a pivoted tongue that serves to direct the flanges of car-wheels, so as to cause the car to pass either along the straight-line track or onto-a side track leading therefrom.

The object of the invention is to improve in various particulars hereinafter described this construction of railway-switch and to provide means whereby the switch will be more effectively supported and whereby the wear upon the switch and the adjoining parts will be most effectively resisted and the switch will be more securely guarded against becoming loose or displaced.

The invention consists in the features of improvement hereinafter described, illustrated in the accompanying drawings, and more particularly pointed out in the claims at the end of this specification.

Figure 1 is a plan view of a railway-switch embodying my invention. Fig. 2 is a view in transverse section on line 2 2 of Fig. 1. Fig. 3 is a detailed plan view of the wearing-block at the free end of the switch-tongue. Fig. 4 is a view in a transverse section on line 4 L of Fig. I. Fig. 5 is a detailed plan view of the wearing-block at the pivot end of the tongue. Figs. 6, '7, 8, 9, and 10 are respectively sectional views on lines 6 6, 7 7, 8 8, 9 9, and 10 10 of Fig. 1. Fig. 11 is aview in horizontal section on line 11 ll of Fig. 10. Fig. 12 is adetailed view in vertical section on line 12 12 of Fig. 1.

A and A designate the sections of one of the rails of the straight-line track at opposite ends of the switch, and B denotes one of the rails of the branch track. As shown, these several rails A, A, and B are of the girder type and have grooved heads, such as are commonly em- Serial No. 150,110. No model.)

A being provided with holes therethrough to permit the cast metal of the block C to flow freely through and about the end of the railsection A. In like manner the end of the rail B is connected to the block C, and preferably the bottom of the block C is in line with the base-flanges of the rails A and B, While the top surface of the block C is in line With the heads of these rails. At the opposite end of the switch the rail A is connected to a castmetal block D, that is united to the rails A and B in the casting operation, the webs of these rails'A and B being formed with openings to permit the cast metal to flow freely therethrough. As shown, the cast-metal block D is of a height equal to that of the rails A and B, and the metal of the block D not only extends upon the outside of the rails A and B, but extends also between these rails, as shown in Fig. 6 of the drawings. Between the railsections A and A extends the switch-guard rail E, that is preferably of the T-rail type, the ends of this rail being united to the castmetal blocks C and D in the casting operation. The web of the rail E is preferably perforated at its ends to permit the metal of the blocks C and D to flow freely about the rail E and securely unite the ends of the rail to the blocks.

- In constructing the switch the several rails A, A, B, and E will be connected together by a form, and the cast-metal blocks C and D will be molded about the rails so as to securely unite the rails together. The form whereby the rails are temporarily connected have attached thereto patterns adapted to form suitable cavities in the upper portions of the blocks C and D. Within the cavity 0 of the block C will be set the hard-steel switch-tongue support F, whereby the point of the switch-tongue Gr will besustained, and within the cavity (Z of the cast-metal block D will be set the cast-steel block H, whereon the pivotal end of the switchtongue G will be supported. The switchtongue block F is preferably of the shape shown more particularly in Fig. 3 of the drawings that is to say, the outer end of this caststeel block F is beveled, as at f, to abut against the correspondingly-beveled end of the upper portion of the rail A, the lower portion of the web and the base-flange of the 'rail A being preferably extended into the block (1 in order to secure a more rigid union of the parts. The inner end of the block F is preferablybeveled, as at f", to abut against the correspondinglybeveled end of the rail B, thehead portion of the rail B projecting beyond its web in order to permit the lug f at the inner end of the block F to interlock beneath the head of the rail B when the block is set in position for use. The outer end of the block F is provided at a distance below its upper surface with the pro jecting lugs f and f, adapted to pass beneath the projecting head portions rt and a of the end of the rail A when the block F is in position upon the cast-metal block 0. As shown, also, the outer side of the block F is formed at its base with a tapered lug or tin f, that Will set beneath an overhanging flange of the castmetal block C. (See Figs. 1, 3, and 7.) Preferably a metal pattern will be used in forming the cavity 0 in the block 0, (a sand core being used for that part of the cavity beneath the flange 0 the purpose of thus using the metal pattern being to chill those portions of the cast-metal block C whereon the hard-steel block F will rest.

By reference more particularly to Fig. l of the drawings it will be seen that the cavity 0 of the cast-metal block G is somewhat wider than the switch-tongue block F, and when this block F is to be set within the cavity 0 of the block C the lug f at the inner end of the block F will lirst-be set beneath the head of the rail B, and then the block F being lowered upon the floor of the cavity 0 will be moved outwardly until the lugs f and 3 pass beneath the overhanging end portions of the rail A and the lug or he f" passes beneath the overhanging flange c of the block. When the block F has been thus placed, wedges \V will be inserted, and a filling K of Zinc or like metal will be run. in the space between the edge of the switch-tongue block F and the wall of the block 0 and as well also between the edge of the reduced portion f of the block F and the flange of the guard-rail E. Any other convenient means, however, may be employed with out departure from the invention for locking the switch-tongue block F in position. lrefera bl y one or more holes 0* will be formed in the wall of the cavity a, (see Fig. 1,) so that should it become necessary to withdraw the block F for replacement or repair the Zinc or like soft metal K may be readily melted out by the application of a torch, so as to permit the withdrawal of the block F from the cavity of the block B.

The floor f of the block F serves as a support for the free end of the switch-tongue G,

f is formed the groove f through which the flange of the car-wheel will pass. The raised portion f of the block F is reduced, as at f, to permit the tongue (1 to be moved to the position shown in Fig. 1 when the car is to pass along the straight line of the track.

Between the cast-iron blocks U and D and having its ends embedded therein in the casting operation is the T-bar M, the head of which constitutes the floor whereon the body of the switch-tongue Gr will rest. (See Figs. 4, 8, and 9.) The switch-tongue G is connected by a ball-and-socket joint with the caststeel block H, that is set within the cavityd of the cast-iron block 1). By reference more particularly to Figs. 1 and lOof the drawings it will be seen that the cavity (Z is somewhat larger than the block H, and this block H is formed with offsets or extensions h, 71., and W. The offset or extension it is adapted to iit beneath the overhanging head portion 7/ of the rail B, while the offset 71/ is adapted to sit beneath the head portioneof the rail E, and the offset 72/ will sit beneath the head portion a of the rail A. In placing the block H. in position for use its ofi'sets or extensions will thus interlock with the parts of the adjacent rails, and that part of the cavity (6 at the side of the block and wedges and aiilling X of Zinc or other suitable material will then be placed in the space between the block H and the opposite wall of the cavity (1. This wall of the cavity cl is preferably formed at its base with a perforation (1*, that will be temporarily plugged with lire-clay or like mate rial While the Zinc filling is being poured into the cavity; but when this plugis removed the perforation will permit the zinc filling to be melted out in case removal of the block H becomes necessary.

The upper face of the block H is formed with a grove h, arranged to coincide with the groove in the head of the rail A. for the passage of the wheel-flange, and is formed also with a recess 7f, a seat la", and a hole if. The portion of the recess if that is concentric with the seat it and hole 71/ forms a socket 71 to receive the correspondiugly-shaped pivot end 9 of the tongue G. The end portion 7 of the tongue G is offset laterall to sit within the socket 722, and the upper face of this offset portion of the tongue G is formed with a groove for the passage of the wheel-flan The end of the tongue G is beveled, as at g", to contact with the correspondingly-beveled wall of the cavity Preferably the under side of the tongue G is formed at its pivot'cnd with a circular boss 9, that sits within the seat A. of the IIO block H, and in the pivot end of the tongue is formed a hole g that will coincide with the hole if of the block H. Through the holes g and it will pass the retaining-bolt N, that passes also through a hole or chamber d formed in the lower portion of the cast-iron block D. By reference more particularly to Fig. 10 of the drawings it will be seen that the head it of the bolt N rests upon that portion of the tongue adjacent the top of the hole and the lower threaded portion of the bolt N is engaged by a correspondingly-threaded nut P, that sits within the cavity d of the block D. Preferably the nut P has a reduced upper threaded portion p, around which sits the coiled spring R. The lower end of this coiled spring R bears against the nut P, while the upper end of the spring bears against the under side of the block H, and the spring serves to securely hold the pivot end of the tongue in its seat. My object in providing the nut P with the threaded upper extension 7) is not only to better retain the spring R, but also to enable the nut to be more readily picked up by the bolt N in case the bolt has been withdrawn for any purpose. If upon the withdrawal of the bolt N to repair or replace the tongue the nut P should drop downward a short distance onto the ballast that will be beneath it, it can be much more readily picked up by the bolt than would be possible if an ordinary short nut were employed. As shown, the head at of the bolt N is formed with a square seat '12 to receive a socket-Wrench, and preferably the under side of the bolthead 12 is formed with radial channels of, adapted to be engaged by one or more raised lugs g, that will be formed adjacent the top of the hole 9 of the tongue G. The purpose of the raised lugs or ribs r is to lock the bolt N against accidental loosening.

From the foregoing description it will be seen that when the parts are in position for use, as shown in Fig. 1 of the drawings, the tongue Gr will be securely supported not only by the steel blocks F and H at its opposite ends, but as well also by the T-bar M, the ends of which are embedded in the cast-iron blocks and the head of which forms the central portion of the switch-floor. The whole switch structure will be found to be so rigid and the parts that are exposed to severe wear of such material and so disposed that all danger of the loosening, unequal wear, or breakage of the parts is reduced to a minimum.

I wish it distinctly understood that the precise details of construction above set out may be varied without departure from the spirit of the invention and that features of the in vention may be employed without its adoption as an entirety. Thus, for example, it Will be seen that in View of the effective manner in which the switch-tongue G is supported the retaining-bolt N might in some cases be omitted, although its use is decidedly prefer- I able. Other omissions and changes in construction will readily occur to the skilled mechanic.

The locking of the hard-metal wearingblocks in position beneath the ends of the switch-tongue by providing these wearingblocks with offsets or extensions adapted to extend beneath and interlock with the overhanging portions of the walls of the cavities or sockets in which the wearing-blocks are held may be employed with advantage in a variety of other situations than that illustrated in the drawingsas, for example, in frog structures, switch-mates, crossings, or like situations. The feature of interlocking the wearing-blocks with overhanging portions of the rails is also a marked advantage, because such portions of the rails will more effectively retainthe Wearing-blocks in position because of the greater strength of the material of which the rails are formed. So far as 1 am aware, this invention presents the first instance of a hard-metal wearing-block provided with one or more offsets or extensions adapted to extend beneath and interlock with an overhanging portion of a cavity or socket regardless of whether said wearingblook be specifically designed for supporting an end of a switch-tongue or be employed in a track-frog, switch-mate, or crossing.

Having thus described my invention, What I claim as new, and desire to secure by Letters Patent, is-

1. In a railway-switch, the combination with a track-body comprising rails suitably connected together and with a pivoted tongue, of a hard-metal wearing-block rigidly secured to the track-body and having wearing-faces to receive the impact and Wear of the carwheel, said wearing-block being formed with a socket wherein the end of the switch-tongue is pivoted, the switch-tongue being formed with a circular offset and the socket of said wearing-block having a portion extending in front and behind said offset to prevent movement of the tongue in longitudinal as well as lateral direction.

2. In arailwayswitch,the combination with the track-body comprising rails suitably connected together, of a vibrating switch-tongue provided at its pivot end with a rounded portion and a hard-metal wearing-block provided with a socket to receive the rounded end portion of the switch-tongue, the wall of said socket extending at the sides and also at front and rear of said rounded portion of the switchtongue to guard said tongue against both longitudinal and lateral movement.

3. In a railway-switch, the combination with a track-body comprising rails suitably connected together, of a pivoted switch-tongue provided at its pivot end with a rounded -portion and a hard-metal wearing-block provided With a socket to receive the rounded end of the switch-tongue, the wall of said socket holding the pivot end of the tongue against movement in longitudinal and lateral direction and a retaining-bolt passing through said switch-tongue and said wearing-block.

L. In a railway-switch the combination with the track-body comprising rails suitably connected together, oi a pivoted switch-tongue, a hard-metal wearing-block provided with a socket to pivotally hold the end of the switchtongue, a retaining-bolt passing through said switch-tongue and said wearing-block, and a spring encircling said retaining-bolt and located beneath said Wearing-block.

5. In a railway-switch the combination with the switch-bod y comprising rails suitably conneeted together, of a pivoted switch-tongue having a seat therein to receive the head of a retaining-bolt, said seat being provided at its base with a raised lug, a hard-metal wearingblock whereon the pivot end of said tongue is supported, a retaining-bolt passing through said tongue and said wearingl:)lock, the head of said bolt being grooved to engage the lug at the base of the bolt-seat and a spring encircling said bolt beneath said wearing-block.

6. In a railway-switch the combination with the track-body comprising rails suitably con nected together, a pivoted tongue having a seat to receive the head of a retaining-bolt, a hard-metal Wearing-block whereon the pivot end of said tongue is mounted, a retainingbolt passing through said tongue and said wearing-block, a coil-spring upon said retaining-bolt and a headed nut upon the lower end of said retaining-bolt provided with a reduced threaded upper portion.

7. In a railway-switch the combination with the intersecting rails, and a cast-metal body uniting said rails, said east-metal body having a cavity or socket in its upper portion, of a hard-metal wearing-block mounted in the cavity of said cast-metal block and rigidly secured thereto, and a switch-tongue pivotally mounted upon said hard-metal Wearing-block.

8. In a railway-switch the combination with the track-body comprising intersecting rails, a cast-metal block uniting said. rails and having a cavity in its upper portion, of a hardmetal wearing-block within the cavity of said east-metal block and formed of wearing-faces to receive the impact of the car-wheels, and a switch tongue having its end pivotally mounted in a cavity of said hard-metal wearing-block.

9. In a rail way-switch the combination with the track-body comprising intersecting rails, said rails being connected together by cast metal wherein the rails are embedded, of a pivoted switch-tongue and a floor "for said switch-tongue comprising a rail having a flat head extending beneath the switch-tongue and embedded in the cast metal at the ends thereof.

10. In a railway-switch the combination with the track-body comprising intersecting rails, and with a pivoted switch-tongue, of cast-metal blocks below the ends of the switchtongue and united to the rails, each of said castmetal blocks having a cavity in its upper portion and hard-metal wearing-blocks rigidly held within the cavities of said cast-metal blocks, one of said. wearing-blocks serving to support the free end of the switch-tongue and the other of said wearing-blocks serving as a pivotal support for the opposite end of said switch-trmgue.

11. In a railway-switch, the combination with the track-body comprising rails suitably connected together, of a pivoted switch-tongue having upon its lower face an offset hub or boss, a hard-metal wearing-block for supporting the pivoted end of said switch-tongue and formed with a seat to receive the offset boss of the switch-tongue, and a retaining-bolt passing through said switch-tongue, its boss and said hard-metal wearing-block.

12. In a railway-track structure, the combination with the track-body comprising intersecting rails and with awearing-block for uniting rails forming with said rails a cavity or socket, of a hard-metal wearing-block set within said socket and having an offset or extension extending beneath an overhanging part of one of said rails.

13. In a railway-track structure, the combination with the track-bod y comprising intersecting rails and with a wearing-block for uniting rails forming with said rails a cavity -or socket, of a hard-metal wearing-block set within said socket and having an offset or extension extending beneath an overhanging part of one of said rails, said wearing-block being smaller than said cavity and a suitable filling for the space between that side of the wearing-block opposite its offset or extension and the wall of the cavity.

IVILLIAM S. ESTON.

Witnesses ikLBERKIA fkDAMIOK, LILLIAN .PmcN'rIon. 

